Electromechanical power steering system

ABSTRACT

An electromechanical power steering system for a vehicle includes an electric motor having a stator fitted with at least two electrical winding sets and having a rotor fitted with permanent magnets. The electric motor may exert a steering movement introduced by a driver on the vehicle. A main control unit may determine a motor current prespecification based on the steering movement. The motor current prespecification can be output to the electrical winding sets and may comprise a power control unit that provides and feeds the motor current prespecification to the winding sets. A driver control system may be provided for each winding set, wherein all driver control systems and the main control unit each have a microcontroller and are combined to form an assembly. A power driver may be connected to each of the driver control systems, and at least two power drivers are arranged in a power control unit. Each power driver may be a half-bridge with power semiconductor switches.

CROSS REFERENCE TO RELATED APPLICATIONS

This application is a U.S. Continuation Application of U.S. patentapplication Ser. No. 15/569,266, filed Oct. 25, 2017, which is a U.S.National Stage Entry of International Patent Application Serial NumberPCT/EP2015/068379, filed Aug. 10, 2015, which claims priority to GermanPatent Application No. DE 10 2015 213 304.4 filed Jul. 15, 2015, andGerman Patent Application No. DE 10 2015 208 081.1 filed Apr. 30, 2015,the entire contents of all of which are incorporated herein byreference.

FIELD

The present disclosure generally relates to electromechanical powersteering systems, including electromechanical power steering systems inmotor vehicles and methods of operating power steering systems.

BACKGROUND

The increasing further development of electromechanical power steeringsystems has resulted in the demands placed on the stability andreliability of such power steering systems steadily rising. An importantrequirement in this case is for a steering assistance function to bemaintained even in the event of sensors and/or parts of the controlsystem or parts of the electric motor failing.

DE10053818A1 discloses a solution in which a redundant servo motor isused, the said servo motor having two windings which are independent ofone another and which are driven by two inverters which are independentof one another and, for their part, are driven by a redundant controlarrangement, so that redundancy is ensured in the event of a fault.However, the proposed solution is very complicated since two independentcontrol devices which are separate from one another are required.

JP20147784A likewise discloses a solution in which a servo motor isprovided, the said servo motor having two windings which are independentof one another and which are driven by two inverters which areindependent of one another, so that redundancy is ensured in the eventof a fault. This solution is also relatively complicated.

Thus a need exists for an electromechanical power steering system whichthat has an improved redundancy behavior and is as simple andcost-effective in terms of design.

BRIEF DESCRIPTION OF THE FIGURES

FIG. 1 is a perspective view of an example electromechanical powersteering system.

FIG. 2 is a schematic block diagram of an example control system.

FIG. 3 is a detailed view from FIG. 2 illustrating driving of windingphases.

FIG. 4 is a block diagram illustrating steering control.

FIG. 5 is a schematic view of an example half-bridge of a power driver.

FIG. 6 is a schematic view of example winding phases in an electricmotor.

FIG. 7 is a schematic view of a block diagram of another examplecontroller.

FIG. 8 is a perspective view of an example electromechanical powersteering system of steer-by-wire design.

DETAILED DESCRIPTION

Although certain example methods and apparatus have been describedherein, the scope of coverage of this patent is not limited thereto. Onthe contrary, this patent covers all methods, apparatus, and articles ofmanufacture fairly falling within the scope of the appended claimseither literally or under the doctrine of equivalents. Moreover, thosehaving ordinary skill in the art will understand that reciting ‘a’element or ‘an’ element in the appended claims does not restrict thoseclaims to articles, apparatuses, systems, methods, or the like havingonly one of that element, even where other elements in the same claim ordifferent claims are preceded by ‘at least one’ or similar language.Similarly, it should be understood that the steps of any method claimsneed not necessarily be performed in the order in which they arerecited, unless so required by the context of the claims. In addition,all references to one skilled in the art shall be understood to refer toone having ordinary skill in the art.

The electromechanical power steering system for a motor vehicleaccording to the invention comprises

-   -   an electric motor having a stator, which is fitted with at least        two electrical winding sets, and having a rotor, which is fitted        with permanent magnets, which electric motor assists the        steering movement, which is introduced into an input means by a        motor car driver, in order to support a steering movement on the        motor car,    -   a main control unit which determines a motor current        prespecification, which is intended to be output to the        electrical winding sets, from at least one steering value which        characterizes the steering movement which is introduced by the        vehicle driver, whereby the main control unit comprises a basic        controller,    -   at least one power control unit which provides the motor current        prespecification, which is determined in the main control unit,        and feeds the said motor current prespecification to the        electrical winding sets, wherein, for each of the windings sets,        according to the invention, at least    -   one driver control system is provided, wherein all driver        control systems and the basic controller as part of the main        control unit each have a microcontroller and are combined to        form one assembly,    -   and one power driver which is connected to one of the driver        control systems is provided, wherein at least two power drivers        are arranged in a power control unit, and each power driver is        designed as a half-bridge with power semiconductor switches.

The entire control device can be designed in a simpler and morecost-effective manner as a result.

The electric motor is in the form of a brushless DC motor, also calledBLDC motor. This type of motor provides the option of electroniccommutation, in which the individual windings can be driven and suppliedwith current depending on the rotor position, the motor rotation speedand/or the torque. As a result, the motor characteristics can be matchedin an optimized manner to the respective operating requirement, forexample in respect of the start-up behaviour, the exerted torque, therotation rate and the like.

In an electromechanical power steering system according to theinvention, the respective operating requirement for a steering commandwhich is input into the steering system by the motor car driver isascertained on the basis of measured or prespecified operatingparameters, for example the rotor position of the electric motor, whichcorresponds to the angular position of the steering shaft, and thetorque which is applied to the steering shaft, and/or possibly furtherparameters. The sensors provided may be a torque sensor (torque sensorunit: TSU) and a rotor position sensor (RPS) which transmit theirmeasurement values as prespecified steering values to the main controlunit, especially to the basic controller. The main control unitcomprises a microcontroller which calculates a motor currentprespecification, which indicates the currents to be fed to theindividual windings, in accordance with a prespecified algorithm.According to the invention, a control signal, which contains allinformation about the motor current prespecification, as example ademand torque of the electric motor, is transmitted by the basiccontroller of the main control unit in each case to a driver controlsystem which is in each case associated with an electrical winding setof the motor. Accordingly, an electric motor having two winding setscontains two driver control systems which receive control signals fromthe basic controller of the main control system.

The driver control systems, also referred as to gate driver units ofGDU, take over processing and conversion of the control signals, and,for their part, drive power drivers which convert the weak-currentcontrol signals, which are emitted by the driver control systems, intomotor currents, that is to say the currents which are fed to theindividual windings and are relatively high if required. Power controlis performed by means of power semiconductor switches, for exampleMOSFETs (metal-oxide-semiconductor field-effect transistors) or IGBTs(insulated-gate bipolar transistors), which are connected inhalf-bridges.

According to the invention, the driver control systems are likewise inthe form of intelligent control systems. This means that not only arecontrol signals which are emitted by the basic controller of the maincontrol unit produced, but also that each of the driver control systemscan perform control tasks independently in accordance with aprespecified algorithm. To this end, the driver control systems cancommunicate not only with the basic controller of the main control unitvia control or communication lines, but directly interchange data withone another via a direct control or communication line. As a result, itis possible, for example, for a first driver control system to beimmediately informed about a second driver control system failing, andfor a back-up or emergency control system to be activated in accordancewith an algorithm which is installed in the first driver control system.Reliable, redundant control can be achieved in this way.

For implementation in practice, each of the driver control systems cancomprise a microcontroller in which programs are installed which controlthe communication and the interchange of data with the basic controllerand also between the driver control systems. Given a correspondinglypowerful design of the microcontroller, it is possible for the drivercontrol systems to be able to make up for a failure of the main controlunit or of driver control systems, that is to say it is possible for thesaid driver control systems to take over the control functions of thebasic controller or of inactive driver control systems. According to theinvention, this is made possible by both the basic controller and thedriver control systems each receiving all measurement signals from thesensors, that is to say by the said main control unit and the drivercontrol systems being connected to the sensors via lines, and by alldriver control systems being connected to the basic controller of themain control unit and to one another in each case, that is to saycommunication and control lines being arranged between allmicrocontrollers in the basic controller and all driver control systems.A redundant control system is formed as a result.

Very robust operation of the electromechanical power steering system,the said operation not been susceptible to faults, can be provided bythe method for operating the electromechanical power steering system inwhich at least one sensor is connected to a redundant system comprisingat least one microcontroller of the basic controller and onemicrocontroller of the driver control systems, it being possible formeasurement signals to be emitted to all microcontrollers by the saidsensor, wherein, in the event of failure of one of the microcontrollers,the remaining microcontroller or microcontrollers takes/take overdriving of at least one of the power drivers.

The system for implementing the method advantageously comprises, as asensor, a rotation position sensor of the electric motor and/or a torquesensor and/or rotation angle sensor. The angular position of thesteering shaft and/or the steering torque which is introduced into thesteering shaft by the motor car driver by means of the steering wheelcan be detected by means of the torque sensor and/or rotation anglesensor and can be output as an electrical measurement values which arepassed on to the main control unit and all driver control systems.

In order to simplify the design, as many elements of the electricalcontrol system as possible are combined to form one physical unit, andpreferably are even arranged on one printed circuit board (PCB). In thiscase, the components for the control system, which are designed forprocessing and passing on signal currents, the main control unit orrather the basic controller and/or the driver control systems arepreferably arranged separately from the components which are designed toimplement the power currents which move the electric motor, the powerdrivers. As a result, the main control unit including the basiccontroller and the driver control systems can have a compactconstruction, while optimum cooling can be provided for the powerdrivers.

The system preferably has one single basic controller. More preferablythe system has one single main control unit.

At least two of the power drivers are advantageously arranged on acommon printed circuit board. As a result, a compact construction canfirstly be realized, and secondly a different thermal drift of thesemiconductor components used, such as the power semiconductor switches,can be prevented or compensated for by thermal coupling.

However, it is particularly preferred in this case to arrange all thepower drivers on a singular common printed circuit board. In addition tothe said advantages, this design is advantageous in respect ofproduction.

It is likewise advantageous when at least two of the driver controlsystems are arranged on a common printed circuit board. This isadvantageous in respect of a compact design which permits efficientproduction and installation.

However, it is preferred in this case when all driver control systemsare arranged on a singular common printed circuit board.

A particularly compact construction can be achieved when the drivercontrol systems and the basic controller to build up the main controlunit are, as far as possible all, arranged on a singular common printedcircuit board.

The input means for inputting the prespecified steering value ispreferably a control wheel which is driven by a motor car driver byrotation, as is known as a steering wheel in the prior art. However, itis also feasible and possible to use a joystick or another input means.The use of the invention is also suitable in the case of theelectromechanical power steering system being designed as asteer-by-wire steering system in which the system has no mechanicalconnection between the input means which is operated by the motor cardriver, for example the control wheel, and the steered vehicle wheels.

It is preferred when the prespecified steering value is a torque whichis introduced into the input means, preferably the control wheel.

Specifically in the case of a steer-by-wire arrangement, but not onlythen, it is also preferred to define a rotation angle which isintroduced into the input means, preferably the control wheel, as aprespecified steering value.

The main control unit, and especially preferred the basic controller, isadvantageously connected to a CAN bus by means of which further signalvariables which are suitable or necessary for controlling theelectromechanical power steering system are transmitted to the maincontrol unit, and/or feedback signals are transmitted from the maincontrol unit to further control units in the motor vehicle.

Data is interchanged between interlinked control devices by means of theCAN bus in the vehicle in accordance with a standardized, serialbidirectional data transmission protocol which is common in vehicleconstruction. Examples of the said data include, in particular, thevehicle speed, the yawing moment and also a measured vehicle steeringangle. A large number of steering assistance functions can be introducedinto the system in this way. Possible examples include upstreamfunctions for steering control.

The following functions can be mentioned here by way of example: aparking assistance function, in particular automatic parking; alane-keeping assistance function; an automatic driving function in whichthe motor car driver does not perform any steering actions; vehiclespeed-dependent assistance; implementation of a limit for the steeringlock; a set operating mode; pull-drift compensation (compensation ofcrosswinds or roads which are inclined transverse to the direction oftravel); compensation of moments of inertia in the steering system;identification of whether the motor car driver is controlling or has letgo of the control wheel; compensation of friction in the steering systemand/or on the carriageway; software-controlled protection of mechanicalend stops in the steering system; producing a feeling for the motor cardriver to enable him to drive the vehicle in a straight line (=centrepoint feeling); active return of the wheels from a turned position tothe straight position if desired; active damping of vibrations andinterference pulses which are produced by the chassis, by the road or bythe steering system; compensation of rotational non-uniformities fromCardan joint transmissions of steering movements; prevention ofoverloading of the ball screw drive; compensation of hysteresis in thesteering behaviour of the steering system, and the like.

The electric motor preferably has precisely two winding sets which areeach formed from three winding phases U, V, W, also known as phasewindings. However, it is also feasible and possible to provide more thantwo winding sets which are each formed from three individual windingphases U, V, W.

The winding sets are preferably always arranged alternately over thecircumference of the stator.

However, it is also feasible and possible to arrange each of the windingphases of the winding sets jointly in the same circumferential positionon the stator.

Furthermore, a rotor position sensor can be provided, it being possiblefor a measurement signal which corresponds to the angular positionand/or to the electrical angular position of the rotor of the electricmotor or of the steering shaft to be emitted to the main control unit orrahter the basic controller and/or the driver control systems by thesaid rotor position sensor. The rotor position sensor can preferably beof redundant design, for example by double or multiple sensor elementswhich can identically compensate for failure of a sensor element, or bysensor elements which can be operated in accordance with differentmeasurement methods in order to be able to provide a back-up oremergency functionality in the event of a fault.

At least one torque sensor and/or rotation angle sensor isadvantageously provided, it being possible for a measurement signalwhich corresponds to the torque position and/or to the angular positionof a steering shaft, which is connected to the control wheel, to beemitted to the main control unit or rather the basic controller and/orthe driver control systems by the said torque sensor and/or rotationangle sensor. The torque sensor and/or rotation angle sensor canpreferably be of redundant design, for example by double or multiplesensor elements which can identically compensate for failure of a sensorelement, or by sensor elements which can be operated in accordance withdifferent measurement methods in order to be able to provide a back-upor emergency functionality in the event of a fault.

In order to increase the redundancy, the basic controller of the maincontrol unit is advantageously connected to the driver control systemsand the driver control systems are advantageously connected to oneanother via communication lines in each case. As a result, in the eventof failure of one or more of the units, the remaining basic controllerunit and/or driver control unit can take over driving of one of thewinding sets, so that an assistance function for the electromechanicalpower steering system is still ensured. Accordingly, the microcontrollerof the basic controller and of the driver control systems preferablyform a redundant system in respect of the failure of at least one of themicrocontrollers. The programs running on the microcontrollers allow, inparticular, identification of the system state, that is to say acontinuous system diagnosis which indicates whether the basiccontroller, the driver control systems and the connected sensors areoperational or have failed. A back-up or emergency mode is activateddepending on the result of the diagnosis.

FIG. 1 shows an electromechanical power steering system 1. The powersteering system 1 comprises, as input means, a control wheel 2 intowhich the motor car driver, not shown, of the motor vehicle introduces arotation D which defines the prespecified steering value as torque Tfrom a torque sensor TS. In this case, the rotation is transmitted to anupper steering shaft 3 and introduced into a servo unit 4. The servounit 4 comprises an electric motor 5, a step-down gear mechanism 6 and acontrol system 7. Owing to the rotation of the rotor 8 (cf. FIG. 6) inrelation to the stator 9 (cf. FIG. 6), an auxiliary force issuperimposed on the steering movement which is imposed by the motor cardriver and therefore assists the motor car driver with the steeringmovement. The rotation of the upper steering shaft 3 is transmitted tothe output shaft 10 by means of the gear mechanism and in a mannerassisted by the servo unit 4, and transmitted to the steering mechanism13 by means of Cardan joints 11 with the interconnection of intermediateshafts 12 a and 12 b. In the steering mechanism 13, the rotation isconverted into a displacement of the toothed rack 15 by means of asteering pinion 14 which is connected in a rotationally fixed manner tothe intermediate shaft 12 b. The displacement in the toothed rack 15leads to displacement of the tie rods 16 and therefore pivoting of thewheels 17 in relation to the road 18.

The system can also be designed as a steer-by-wire system, as isillustrated in FIG. 8. Here, the electric motor 5 is arranged directlyin the steering mechanism 13 by way of example. A feedback actuator 19provides the motor car driver with the feeling of really driving thevehicle on the road. To this end, corresponding counter torques againstthe rotation of the upper steering shaft 3 are applied in the feedbackactuator 19. There is no mechanical connection or coupling in the senseof the steering effect between the upper steering shaft 3 and thesteering mechanism. The manner of operation is analogous to the mannerof operation described in relation to FIG. 1, and therefore is notdescribed again.

FIG. 2 schematically illustrates the control system 7. FIG. 3 shows adetail of the said control system, which detail illustrates driving ofthe winding phases U, V, W. The designation U, V, W for the windingphases is in this case the general term for the winding phases U1, V1,W1 of the first winding set and the winding phases U2, V2, W2 of thesecond winding set.

FIG. 5 illustrates the half-bridge circuit comprising the MOSFETswitches 751, which half-bridge circuit is contained in the power driver750. The control system 7 comprises the basic controller 701 and twodriver control systems 702 which are arranged on the common printedcircuit board 703 a to build the main control unit 703. The two powerdrivers 750 are arranged on the common printed circuit board 751 a tobuild the power control unit 751. The measurement signals from thetorque sensor TS and the rotor position sensor RPS are supplied directlyto the driver control systems 702, so that the said driver controlsystems can use the said measurement signals to determine the driversignals 711, 712 for driving the power drivers 750 with the inclusion ofthe prespecified values 713. In this case, the determination process isperformed by a target torque TD being determined in the basic controller701 on the basis of the introduced torque T. The target torque TD issupplied to the two driver control systems 702. A currentprespecification id,d; iq,d is determined in the coordinate system,which rotates with the electrical angle, on the basis of this targettorque TD with the aid of the electrical angle R of the electric motor5. In a further coordinate transformation, the prespecified values forthe voltages Ua, Uβ αre calculated therefrom in the coordinate system,which is fixed to the stator 9. These values are then passed on to therespective power drivers 750, the inverters, by the respective drivercontrol systems 702. In the power drivers, the motor currents Iu, Iv, Iwwhich are supplied to the respective winding phases U1, V1, W1 and U2,V2, W1, W2 are determined from the said values. The motor currents aredetermined in accordance with the known pulse-width modulation process(=PWM).

A power supply 801, a radio interference-suppression filter 802, anignition switch control means 803, and a system base chip 804 arefurther provided to show the functions.

A CAN bus 806 is electrically connected to the main control unit 701 bymeans of an interface module 807, so that signals can be exchangedbetween the motor vehicle and the main control unit 701.

In the event of a power driver 750 being defective and/or a drivercontrol system 702 and/or a winding being interrupted, the motor 5 canbe driven by means of the remaining units. Eventually, the full powerwill no longer be available. However, the full power of the motor 5 isrequired only during parking and during manoeuvring processes whentravelling at low speed. In these cases, reduced steering assistance isindeed disadvantageous but not dangerous. The dangerous ranges whendriving on the motorway or driving cross-country on country roads can beeffectively prevented with a safety architecture of this kind. In thiscase, it is readily feasible and possible to use a warning light and/ora warning noise to request the motor car driver to stop the vehicle assoon as possible.

FIG. 7 shows a preferred embodiment of the invention, in which, inaddition to the components already described in FIG. 2, a resetcontroller 704 is provided, the said reset controller 704 allowing thesystem to be reset and in this way making it possible for the system tobe restarted in a simple manner. Furthermore, two-way signal connectionsare shown by the arrows, the said two-way signal connections allowingonly one single control unit from amongst the selection of the basiccontroller 701 and the driver control systems 702 to be designed to takeover driving of the at least one power driver 750 in the event of afault in other units. In a preferred embodiment the said resetcontroller 704 is allowing the reset of one single control unit fromamongst the selection of the main control unit 701 and the drivercontrol systems 702. This can be done, if two of these control unitsvote for the reset of the remaining control unit.

FIG. 6 illustrates a winding diagram for the winding phases U, V, W withthe individual winding phases U1, V1, W1 and U2, V2, W2. The windingsets of the winding phases are always alternately arranged in a mannerdistributed over the circumference of the stator 9. The said figureillustrates two possible variants for arranging the permanent magnets inthe rotor 8 with the north poles N and south poles S.

FIG. 4 illustrates, using a block diagram, the embedding of the controlsystem 7 into the system for controlling the entire motor vehicle.

The steering control system is illustrated in block 1000, the said headsteering control system providing some or all of the abovementionedsteering assistance functions on the basis of sensor signals,prespecified values and others, and initiating the said steeringassistance functions in the control system 7 and, there, in particularin the basic controller 701 by means of the CAN bus 706. A specificadjustment level 1100, which is specifically designed depending on theapplication, is arranged between the basic controller 701 and the drivercontrol system 702, and also the sensor block 1200. Here, signal values,for example the measured currents in the winding phases or the measuredtorque or the measured electrical angle, are matched to the sensorcharacteristics of the respective motor vehicle. At the same time, theoutput values for the prespecified values 713 are matched to therespectively used electric motor 5 here. A first control loop forcontrolling the motor power, a so-called motor control loop, is formedwith a first signal feedback 1201 to the driver control system 702. Asecond control loop for steering control, a so-called steering controlloop, is formed with a second signal feedback 1202 to the head steeringcontrol system 1000. A third control loop for steering control, aso-called low steering control loop, is formed with a third signalfeedback 1203 to the basic controller 701. In this way, theabovementioned steering assistance functions can be carried out in amanner matched to the specific type of vehicle. The same basiccontroller 701 and driver control systems 702 can always be used fordifferent types of vehicle on account of the adjustment level 1100. Theadjustment level can be inserted, in the form of a memory module whichcontains a software code and is equipped with defined interfaces to themicrocontroller in the basic controller 701 and to the microcontrollerin the driver control system, in a simple manner into a preparedinsertion slot in the printed circuit board 703 a of the main controlunit 703 on which the basic controller 701 is arranged. As a result,matching can be performed solely by exchanging the memory module.

What is claimed is:
 1. An electromechanical power steering system for amotor vehicle comprising: an electric motor having a stator that isfitted with at least two electrical winding sets, the electric motorhaving a rotor that is fitted with permanent magnets, wherein theelectric motor assists with steering by exerting a steering movement,which is introduced into an input means by a driver, on the motorvehicle; a main control unit that comprises a basic controller and thatdetermines a motor current prespecification, which is configured to beoutput to the at least two electrical winding sets, from a prespecifiedsteering value based on the steering movement that is introduced by thedriver; a power control unit that provides and feeds the motor currentprespecification, which the main control unit determines, to the atleast two electrical winding sets; a driver control system for each ofthe at least two electrical winding sets, wherein the driver controlsystems and the basic controller of the main control unit each include amicrocontroller and are combined to form an assembly; and a power driverfor each of the at least two electrical winding sets, wherein each powerdriver is connected to one of the driver control systems, wherein atleast two of the power drivers are disposed in the power control unitand are configured as half-bridges with power semiconductor switches. 2.The electromechanical power steering system of claim 1 wherein at leasttwo of the power drivers are disposed on a common printed circuit board.3. The electromechanical power steering system of claim 1 wherein all ofthe power drivers are disposed on a common printed circuit board.
 4. Theelectromechanical power steering system of claim 1 wherein at least twoof the driver control systems are disposed on a common printed circuitboard.
 5. The electromechanical power steering system of claim 1 whereinall of the driver control systems are disposed on a common printedcircuit board.
 6. The electromechanical power steering system of claim 1wherein the driver control systems and the basic controller are disposedon a common printed circuit board.
 7. The electromechanical powersteering system of claim 1 wherein the prespecified steering value is atorque that is introduced into the input means.
 8. The electromechanicalpower steering system of claim 1 wherein the prespecified steering valueis a rotation angle that is introduced into the input means.
 9. Theelectromechanical power steering system of claim 1 wherein at least oneof the main control unit or the basic controller is connected to a CANbus by way of which signal variables for controlling theelectromechanical power steering system are transmitted to the maincontrol unit, and/or feedback signals are transmitted from the maincontrol unit and/or the basic controller to a control unit in the motorvehicle.
 10. The electromechanical power steering system of claim 1wherein each of the at least two electrical winding sets is formed bythree individual winding phases U, V, W, wherein the at least twoelectrical winding sets are disposed alternately over a circumference ofthe stator.
 11. The electromechanical power steering system of claim 1wherein each of the at least two electrical winding sets is formed bythree individual winding phases U, V, W, wherein the three individualwinding phases U, V, W of the at least two electrical winding sets aredisposed in a same circumferential position on the stator.
 12. Theelectromechanical power steering system of claim 1 further comprising arotor position sensor configured to emit a measurement signalcorresponding to an angular position of the rotor of the electric motoror of a steering shaft to at least one of the main control unit or thedriver control systems.
 13. The electromechanical power steering systemof claim 1 further comprising at least one of a torque sensor or arotation angle sensor configured to emit a measurement signalcorresponding to a torque and/or an angular position of a steering shaftto at least one of the main control unit, the basic controller, or thedriver control systems.
 14. The electromechanical power steering systemof claim 1 wherein the basic controller is connected to the drivercontrol systems, wherein the driver control systems are connected to oneanother via communication lines.